Transmission-gear.



No. 840,383. I v PATENTED JAN..1, 1907.

, J. SCHMIDT, JR.

TRANSMISSION GEAR. APPLIQATION FILED 9110.11, 1903.

SHEETS-SHEET 1.

PATENTED JAN. 1, 1907.

J. SCHMIDT, JR. I I

TRANSMISSION GEAR. APPLIOATION FILED DEC. 11 1903.

KQ\%-. 1 w I 1 QQ N i g lt; s i 666/ I r -Qy/ Q 2 5 SHEETS-SHEET 2.

No. 840,383. PATEN-TED JAN. 1, 1907.

J. SCHMIDT, JR.' TRANSMISSION GEAR.

APPLIOATION FILED DBO. 11, 1903.

6 SHEETS-SHEET 3- PATENTED JAN. 1, 1907.

J. SCHMIDT, JR. TRANSMISSION GEAR.

APPLIGATION FILED 1330.11, 1903.

6 SHEETS-SHEET 4.

. tion, positive an "U IT D STATES PATENT OFFICE. :JOS'EPH SCHMIDT, in, OF CHICAGO, ILLINOIS; TRANSMISSION-GEAR.

Specification of Letters Patent. Application filed December 11 1909. Serial No. 184,730.

Patented Jan. 1, 1907.

automobiles and similar vehicles in trans-- mitting motion and in conveniently controlling and varying the rate of speed, and has for its object to provide a device'of this character that is sim 1e and durable in construcdbflicient in o eration, easily assembled or taken apart wit the same facility, and not liable to get out of order. 'In the-drawings, Figure 1 is an elevation showing the device mounted in its working position. Fig. 2 is an end elevation and transverse section on line 2,

Fig. 1, looking in the direction indicated by the arrow. Fig. 3 is a transverse section on line'3, Fig. 1, showing the inner end of the shifting sleeve.

Fig. 4 is' a detached side elevation ofthe shifting sleeve. Fig. 5 is a broken-away detail of one of the key-wedges. Fig. 6 is an enlarged vertical longitudinal section on line 6, Fig. 2. Fig. 7 .is a transverse section on line 7, Fig. 6. Fig. 8 is a transverse section on line 8, Fig. 6. Fig. 9 is a transverse section on line 9, Fig. 6. Fig. 10 is a transverse section on line 10, Fig. 6. Fig. 11 isa view in perspective of one of the gear-casing members with a portion broken away, showing in closed mechanism. Figs. 12 and 13 are detached views in perspective of motion-transmitting pinions. Fig. 14 is a view in pers ective of a double. clutch-rin Fig. 15 shows the reverse position of t e shifting mechanism. 8 Fig. 16 shows the position of rest; Fig. 17, slow speed ahead; and Fig. 18, high speed ahead.

' The gear-casing consists of two revoluble members A and B, loosely mounted on a driving shaft or axle C. A disklate D is provided with a hub 2 and is ii i 'dly secured on the shaft 0 by an elongated Fey 3. This .plate is located in the outer open side of the casingA, but is of aless diameter and leaves an annular space 4, so that the adjacentsurfaces do not contact. A loosely-mounted friction driving-pulley 5, open on the outer side, is located inside of casing A and is of a less diameter, providing an annular space for the insertion of a double clutch-ring, comprising an outer ring 6 and an inner ring 7, joined together at the closed hub end 8 and free ,at the open ends, as best shown in Fig. 14. This ring-hub 8 is provided with a lug. 9, that is approximately square in cross-section and is adapted to engage an aperture 10 in the plate D, as outlined in Figs. 2 and 7.

- The companion expansion clutch-levers 11 and 12 arepivotally joined together by a pin 13, fixed in-the plate D. The upper loose ends of these levers are provided with tension-pins '14 and 14, extending inward through a slotopening 16 in the plate'D and across the path of the double'clutch-ring. The relative position of the slot 16 and one of the tensionpins is shown in Fig. 6. The pins 14 and 15 are best shown in Fig. 7.

The key 3, securing the plate D on its shaft, is elongated outwardly and retains the clutchsleev'e 17 in its mounted position and provides for both a rotary and an endwiseshifting movement thereof in actuating the clutch mechanism. The outer ends of companion key-wedges 18 and 19, Fig. 3, are rigidly secured to the clutch-sleeve 17, the inner free ends extending through apertures 20 in late D into the space in driving-pulley 5. he diagrammatic views in Figs. 15, 16, 17 and 18 show the different positions of the key-wedges relative to the expansion-levers contacting the same and controlled bythe actuating hand-lever E. Fig. 15 indicates the relative osition of the expansion-levers and key-we ges 18 and 19 on a slow forward movement. position, the casing members being at rest. Fig. 17 shows the reverse position, and Fig. 18 high speed forward. The key-wedge 18 is provided with a notch 22, in which the lower end of expansion-lever 1 1 rests when in its normal disengaged position. This notch is provided with sloping side walls 23, so as to ease'the longitudinal movement of the engaging key-wedge 18. The companion lever 12 is cut away from the inner free end outward to a sloping shoulder 24, reducing the thickness of the same toabout one-half, and

presents a flat surface to the lower curved end of lever 12, thus providing a high and low part for the different positions of the expansion levers in varying the speed and changing the direction of motion.

' The movable cam-rollers 26 and 27 are secured in place by screws 28, which thread into plate D. The function of these rollers clutch-ring 6, Fig. 14, and forces "the-same .A lglear 50jis loosely mounted oncthe'driving-s aft and is provided with an elongated" hub 51, extending outwardly through'the'e'ap 42. A sprocket .52 is mounted on'thev di'i-vis to compensate for the wear on "the keywedges and prevent lost motion, which is simultaneously. When the lever 11 is expanded, the tension-pin 14 comes in contact withthe free end 29 of the outer friction outward into contact with the inner circumferential surface of the'casing member A, the

comganion'pin 15 being adapted to contact theee end 30 of the inner clutch-ring 7 and force the same inward into frictional contact with the outer surface of the driving-pulley 5. in-transmitting the required rotary motion to the casing members.

The hub 31 of casing member A, exten rig inside of casing B, Figs. 6 and 1 1, isprovide on o posite sides with recesses 32; A, ear

'33, ig. '12, is provided with'locking' teet 34 provided with looking teeth 46 and 47 ,-adapt-' ed to engage 'corres onding recesses 48 formed in the inner en and on opposite sides; of the-hub extension 49 of the drivingpulley' v I i *f r ardjand'reverseby'means ofthef'actuatmounted on the spindles 40 and 41 are ormed and'35, engaging said recesses, as b'est shown in Fig. 6. T e companion pinions 36 and 37-,

Fig. '10, are provided with suitable mountings in the inner wall of casing B and are'po- -sitioned opposite to each other on a line'di.-

agonal to a vertical line through the'drivingshaft. These pinions are engaged by the gear 33 and in turn engage pinions 38 and 39, loosely mounted on stationary spindles .40

and 41, having their inner ends fixed in the inner wall of casing B and their outer ends in a ca 42, closing the outer side of easing mem er B. Agear 43 islo'osely'mcunted on spindle 40' and a companion gear 44 mounted on spindle 41. These gears are engaged by an intermediate inion 45, Figs. '6', 9,' and 13, loosely 'mounte on the driving-shaft and 5, Figs. 6 and 1-1.

ing-shaft and is rigidly secured-to'theaend'of of these parts.

understood that each'set of gear and; 'in'ion's integral and all rotate simultaneously.

7 T e cap 42, closing the outer side of casing the casi 4 and having-motion independent of each other, one I of 'said members having a B, is removably secured in place by a number of screws 57, engaging-an annular rim '58, 4

formed on the inner side of'the casing, the

screw-iholes 59 in the rim being shown in Fig. 8. A friction brake-band 60 encircles the casing A and has its respective ends operatively securedto a manipulating-lever 61,

sup orted on ashaft 62.. A com anion bra e-band 63. encircles casin B and as'its respective ends connected wit 'a'hand-lever 64, also supported on-shaft163. The brakeband 63-on the casing member B is intended for general use and is ordinarily: sufficient".

The band'60'onthe casing member A is'intended as an emergency auxiliary brakein quicklychecking ahigh speed .in avoiding'accidents.

. In practical working the expansion-levers and key wedges are shown in their slow-forwardo's'ition. 'In this position the lower end 0'" expansion-lever 1 1 restssonfthe-high partof-key-rwedge '18, which-has the effect of contracting clutch-ring 7- andldraws the same inward into frictional contact with the drivingulley 5 and imparts aslow forward or go-a ead-movement. The'casing'member'B is held-stationary at this time by theme of 'its'brakeqband. 'In Fig. '16the levers 1 1 and 12 are shown'in their 1iorn1al contractedposition, the lower ends resting-on-the'low. parts 'of'the -actuating *keyWedges-and the casing members at .rest. The reverse or backing positionis-shown in Fi '17 ,thelower engaglngaend 6flever 12 rest1ng on thehighpart of key-wedge 19,-which has' the-efiect of'moving the up erendoutwardand brings-thepin 14 jcarrie thereby, in'contact with the free en of clutch-ring'fi and expands the saminto frictional contact'with the inner circumferential surface of the casingmember A and imparts the reverse motion thereto. Fig. 18 shows the high-speed-ahead'en agement, the .keywedges beingforcedinwsir -'to-thei r limit,-

the lower "ends -of both-the. levers'll and 12 bearing on thehigh part thereof and"both'friction rings 6 "and 7*-engaged-.and both brake- "bands released. In this arrangement the-' keywedges are shifted tof'itheir di I in itransmitting a: slow forward, a 'high 'speed' in hand-ileverjE. When: the friction drivingfpu ley5and the inside clutching-7 are-in engagement on slow speed 'ahead,'the casing m member A turns ahead'with' the outside plate er A is anlidler. 'Inbacking'the'casing erent-pojsitions D. The -casingmember B is .at ;rest when :ba'ckin and also in "slow speedw fcrward. fYVhena'king, the friction pulley 5 is an idler. y thus'describedmyinvention, what I claimis r a 1. transmission-gear," a-jdriving shaft,

members loosely mountedthereon hub extending into the other member, a friction drivi loosely mounted on said shaft and a so provided with a hub extension entering the adjacent member, the system of motion-transmission gears intermediate thereto, and the operative brake mechanism.

2. In transmission-gear, a revoluble shaft, the casing members loosel mounted thereon and having an indepen ent rotary movement, a disk plate rigidly mounted on said shaft, a friction driving-drum of a less diameter than the surrounding casing and leaving an annular space therebetween, the clutchrings located in said space, means for actuating said clutch-rings, and the operative connections with said casing members.

3. In transmission-gear, a revoluble shaft,

a clutch-sleeve mounted thereon and having both a rotary and an endwise-sliding movement, the companion key-wedges secured to said sleeve, a disk plate, the c utch-rings, a driving-drum, the companion clutch-levers pivoted to said disk plate and having their lower ends in contact with said wedges and their upper ends provided with pins opera tively engagi the clutch-rings, the casing members and t e intermediate gear mechanism for transmitting motion.

4. In transmission-gear, a revoluble shaft, the casing members loosely mounted thereon, a clutch-sleeve feathered on said shaft, means for manually im arting an endwise movement to the. clutc -sleeve, the ke -wedges secured to the latter, the crossed c utch-le'vers, a disk plate, a driving-pulley, the clutchring's, the solid gear-driving mechanism, the spindles on which the same is mounted, the

gear 50 and the sprocket-wheel secured to the ub thereof.

In testimony whereof I havesigned my name to rthisnspecification in the presence of two subscribing witnesses.

JOSEPH SCHMIDT, JR.

Witnesses:

G. E. CHURCH, L. B. COUPLAND. 

